Train signaling and stopping mechanism



2 SHEETS-SHEET l.

Patented July 5, 1921.

F. CI WILLIAMS.

TRAIN SIGNALING AND STOPPING MECHANISNI.

APPLICATION FILED ocT. 2|, 191s.

m2 .E E .www

Y mON iii/slss n F. C. WILLIAMS. TRAIN SIGNALING AND STOPPING MECHANISM.

APPLICATION FILED OCT. 2l. I9I6. I I 1,333,363. Patented July 5, 1921.

2 SHEETSSHEET 2.

lINVENTOR @m30/WMM ATTORNEY# Nurse lerares PATENT OFFICE.

. FRANK G. WILLIAMS, OF PELADELPHIA, PENNSYLVANIA, ASSIG-NOR TOT'HE -SAFETY BLOCK SIGNAL OOMPANY, A. CORPORATION OF DELAWARE.

TRAIN' SIGNALIN G AN D STOPPING MECHANISM.

To all whom t may concern:

Be it known that I, FRANK C. WILLIAMS, a citizen of thelUnited States, and a resident of Philadelphia, in the county of Philadelphia and State of Pennsylvama, have invented certain new and useful Improvements in Train Signaling and Stopping Mechanisms, of which the following 1s a' specification.

This invention relates to an automatic train signaling and stopping mechanism and comprehends broadly the use of the propulsion current for the system as. the means for operating certain tram stopping devices carried by the trains. The objects of the invention are to provide a mechanlsm for controlling the operation of a train 1n the system dependent upon certain train stop-` ping sections which may be thrown into or out 'of electrical connection with the main propulsion current for the system, the system being controlled by suitable block c1rcuits, which operateaccording to the presence or absence of a train or car in an adjacent block as is well understood in the art.

This invention also includes the operation of a combined automatic stopping device and speed controlling mechanism wherein the mechanism is operated on the same broad principle of the control from the main propulsion current for the system.

Further objects of this invention are to provide in an automatic train stopping and controlling mechanism an apparatus whereby trains may be run safely under a short headway, that is to say, a short dilierence between the time when a train passes a bel given point and the time when the next train passes the same point; to enable the driver of a train following closely behind a preceding train to know substantially the rate of speed at which the said precedingv train is traveling; to provide an apparatus whereby a train may be drawn closely up to a train in advance thereof, provided the driver of the following train keeps his train at a relatively low speed, as7 for example, at a speed of five miles per hour; to enable a driver to enter the block in which there is a train, provided the train under' the control of said driver is not traveling at above a predetermined speed of say 'rive miles an hour; or if running at a speedV higher than a predetermined low speed, of say five miles Specication of Letters Patent.

Patented July 5, 1921.

Application 111er! October 21, 1916.-: Serial No. 126,872.

an hour, the train will be automatically stopped by the stopping mechanism upon entering the block immediately behind a block in which a train is located; to provide a device in which there are lights on the rear end of a train to indicate to the driver of a train next succeeding it, the speed at which the preceding train is traveling; to supply the current for such lights from a source substantially independent of the source from which power is supplied to the motor and which power might be cut off by the automatic stopping of the train; to provide an apparatus in which the train is stopped, even if the devices for controllin the signals or the speed of the train are ren ered inoperative or become broken; to provide a signaling device and train stopping device which is substantially vindiependent of the visual signaling system of the track so that should a driver disregard the visual danger track signals his train would be automatically stopped; further objects of this invention are to provide means whereby any breaks in the propulsion line such as at crossings, bridges and the like will not operate to effect an operation of the train stoppingv mechanism and to provide a mechanism wherein it will be impossible for the operator of a train after entering a block at` a low rate of speed when the block ahead is occupied by 'another train from thereafter increasing the speed of the train until the rst train has left the block; and to accomplish other objects which will clearly appear in the specification and claims In the drawings, Figure 1 is a diagrammatic illustration of the track circuits and the cab circuits associated therewith, and Fig. 2 is a modification of the structure illustrated in Fig. 1.

Referring to the drawing forming a part of the specification and in which the same parts are given the same or similar designations throughout the system, there is diagramma-tically indicated a artial block A, four complete blocks B, C, and E, and a partial block F, in a section of track. The

being in bleek B, the next following train.

being in block D and the last train being in block E. rEhe apparatus of each of the trains is identical, and therefore the same numeral will be used in referring to the same parts of the train stopping mechanism exce t, when a particular train is referred of said third rail is provided with a short vthird rail section 4, said insulated sections being separated from the main third rail by an suitable insulation 5-5.

'lhs electric power for o erating the track signals may be provided rom any suitable source of electric energy and may be transformed by transformers 6, tothe potential suitable for the purpose. Inasmuch as the signal apparatus for one section or block is identical with that of the other blocks, a description of the signals and the train in block B will be next described.

The rails Y1, 1 are respectively supplied with current from the transformer 6 by leads 7, 8 and by leads 9, 10, 11 and 1,2 respectively.- A magnet 13 is attached by leads 14 and 15 to the rails 1, l respectively of section A. The magnet 13 is partof a rela which carries two armatures 16 and 17. hese armatures 16, 17 are connected by the leads 18, 19 and 7 with one poleor end of said transformer 6. The armature 16 is a two point armature; that is to say, when it is raised by the magnet 13, the armature 16 engages the contact point 20 and when the magnet 13 is denergized,

it engages the contact point 21. From contact point 20 a lead 22 extends to a green light 23 of a three light signal placed near the beginning of the block B and completes a circuit through light 23, lead 24, lead 25 and leads 10, 9 to the other pole or end of the transformer 6. When the magnet 13'is denergized and the armature 16 falls, it engages contact point 2l and closes a circuit from the transformer 6 comprising the lead 7, lead 19, lead 18, armature 16, contact point 21, lead 26, yellow light 27 of the three light signal in block C, lead .28, lead 9, back to transformer 6 of block B. Referring to the armature 17, when it is raised by the energized magnet 13, it closes a circuit from transformer 6, through lead 7, lead 19, armature 17 contact point 29, lead 30, switch magnet 31, lead 32, lead 11, lead 10 and lead 9 back to transformer 6, thus maintaining the switch magnet 31 in an energized condition, and when the magnet 13 isdenergized, the armature aaeaeea 17 falls to contact point 33v and closes a cir cuit comprising transformer 6, lead 7, lead 19, armature 17 contact point 33, lead 34, red light 35, lead 36, lead 25, lead 10, lead 9, back to transformer 6. "1

lt will be plain that the yellow light 27 of block B is supplied'with a current through 'the leads 26 and 28 from the transformer 6 of block A (not shown) and controlled by a similar relay'magnet in block A (not shown) The short insulated section 4 of the third rail is bonded by leads 37 and 38, and said insulated section 4 is connected by a lead 39 with contact point 40 with vwhich the arma ture'41 of switch magnet 31 enga es when the switch magnet 31 is energize From the armature 41, a lead 42 extends back to the bond 37 and 38. When, therefore, the switch magnet 31 is energized the rail section 4 is also energized by the propulsion current, but when the switch magnet 31 is denergizedthe armature 41 falls to its contact l polnt 43 and breaks the circuit and the third rail section 4 will be dead and denergized. From the foregoing, it will appear that when the magnetv13 is energized, the green light 23 will appear at the signal station at the beginning of the block B; that when the l magnet 13 is denergized, the armature 17 will fall and close the circuit through the red light 35 of the signal station atthe beginning of block B and at the same time the armature 16 in falling, will show a ellow light at the signal station in the next ollowing block C.

t will also be observed that when the magnet 13 isdenergized, the section 4 of the block will bevdenergized, that is not supplied with propulsion current.

In block B are indicated the wheels 44 of a train in said block. The effect of the entry of the train in a block is to shortcircuit the rails 1, 1 therein and to thus denergize the magnet 13 of the block C. As the armature 16 of block B is raised, it indicates that there is no train in block A. The entry of a train into a block a'ects and operates the signal system of the block just left; that is to say, the entry of a train into block B operates the signals of block C by shortcircuiting the magnet 13 of the -relay controlled by the tracks of block B.

Referring -now tothe train in block B, current is normally taken from the third rail through a shoe 45, lead 46, switch 47, through a lever 4`8, to be later described more fully, through lead 49, controller 50, lead 51, motor 52, lead 53 and lead 54, grounded to the trucks or wheels 44. This circuit constitutes the propulsion circuit of the car. Also carried by the train is a reservoir 55 for compressed air andthe usual train pi e 56 by the release of the pressure in whicli the air brakes of the train are applied in the usual manner.

and passage 66, to said pipe 61, from pipe 67, connected to reservoir 55. '-.Ihis valve 65 is normally held raised, as will be later described, and, therefore, the air ressure vfrom reservoir 55 will hold the piston 59 in -its uppermost position and the valve 57 in the train pipe closed. Withm the vcaslng 63 and below the passage 66 is a second valve 68 which is seated when it is in its raised position. In itslower position, however, 1t aifords a passage. for the air in .plpe 61 through chamber 66 to a port 69 through said valve casing 63. The valves 68 and 65 are connected by a stem 70 and move up and down together, so that when valve 68 is seated, then valve 65 is unseated, and when valve 68 is lowered and unseated, then valve 65 will be seated to shut ofi communication between pipe 61 and 67. y

Valves 65 and 68 are connected by a stem 70 which fits within a suitable opening 71 at the center of the valve 68. The va'lve 68 has a stem 72, the lower end of which is attached to an armature 73 controlled by an electromagnet 74. When the electromagnet 74 is energized and the armature 73 is raised,

it moves the valve 68 upwardly against its seat and moves the valve 65 o" from its seat and when the magnet 74 is denergized, the valve 68 fallsv and allows the valve 65 to fall and to be seated, said valve 65 being held on its seat by the pressure coming to it from reservoir 55 and pipe 67 communicating with the space over valve 65,.

The train is also provided with a ily ball governor mechanism 75 which is driven from the wheels of the train. This fly ball governor mechanism comprises a shaft 76 which is turned or rotated by the motion of the wheels of the train and rotates the iiy balls 77 connected by links 78 with the upper end of the shaft 76 and by links 79 with a sleeve 80 adapted to be raised and lowered by the centrifu al action of the balls in the usual way. he shaft 76 is journaledin a bearing 81.

Around the sleeve 80 is a non-rotary longitudinally movable block 82 of metal and adapted to be raised and lowered by the sleeve 80. On one side of block 82 is pro-- vided a finger 83 adapted to be successively brought into engagement with contact plates 84, 85 and 86. lso carried by the block 82 are two cally with t e block 82, but insulated from a chamber 64 in the.

plates 87 and 88 movable verti-A F rom the red light 92 a lead 95 extends to plate 84, from green light 93, a lead 96 extends to'plate 86, and from yellow light 94, a lead 97 extends'to plate`85';v These three lights-92, 93 and 94, are also connected by leads 98, 99 and 100 respectively with a lead 101. tapped on to a lead 102 of the circuit which supplies the lights 103. This lighting circuit is not supplied with current derived from the shoe 45 of the car in which the said lights arecarried. The lead 102 may be connectedI to an independent shoe coperating with apower rail independent of the third rail 3, or it may be connected to a shoe 4 5 of a second or following car, which shoe would be in uninterrupted engagement with the third rail 3 until after the shoe of the car in advance thereof shall have passed over the short section 4 of the third rail.

The lighting circuit is also attached by lead 102 and lead 104 with the upper plate 87 v carried by the block 82, and the lower plate 88 carr1ed by the block 82 is preferably attached through a lead 105 and suitable resistance 106 with the main power lead 49 at the controller 50.

The ily ball mechanism 75 is preferably grounded by a lead 107 and lead 54 to the trucks 44 and the magnet 74 is preferably grounded by lead 108 with the top of the fly ball mechanism.

The other lead 109 of the magnet 74 is attached to the finger 90.

From the air brake valve 57, a pipe 110 leads to a cylinder 111, containing a piston 112, connected by a piston rod 113 with the lever 48. The pipe 110 is so attached to the cylinder'lll that when the air brake valve 57 is open, air from the train pipe 56 passes through pipe 110 and impels the piston 112 to t e right, thus breaking the switch 47. When the piston 112 shall have reached its farthest position under the action of the compressed air so admitted, it passes in a series of openings 114 in the cylinder 111 and allows the air in the back that has impelled the piston in that direction to discharge into the open air and relieve the pressure of the air in the train pipe 56 to ap ly the brakes.

lso carried by the train is a storage battery 115 which is used to illumine a second series of lights 116 of a train when the shoes of an electric train are not in engagep ment with the third rail or when for an reason the power 'in the third rail 1s cut o This battery 115 and second series of lamps 116 is a part of the regular equlpment of an electric train. It frequently happens that there are places in the track of an electric train in which the four shoes of a car are out of engagement with the third rail, lfor instance when there is a break 1n the third rail longer than a car. The current -for maintaining the train controlling mechanism in inoperative or non-stopping position 1 s derived from the circuit of the third rail and therefore under ordinary circumstances such a break in the third rail would be operative to apply the brakes of the tra-1n stopping system. The tram should, however, move over such a break 1n the thlrd rail without applying the brakes automaticall Iymay therefore utilize this storage battery system of a train to maintain the tram stoppinv mechanism inoperative to apply the brakes when such a break inthe third rail occurs. In Fig. 2 is illustrated such a break in the third rail as has just been re-` ferred to with both shoes on one side of the car out of contact with the third rail.

1n carrying out this feature-of the invention, the shoe 45 is provided with a contact point 117 insulated from said shoe 45 and' connected by a lead 118 with one pole 119 of the storage battery 115. This contact point 117 is adapted to coperate with a stationary contact point 120 carried by the train and engaging the same when the shoe 45 moves relative thereto into the gap occurring in a third rail. This contact point 120 is connected by a lead 121 to a movable contact point 122 carried by but insulated from the second shoe 123 on the Same side of the car. This movable contact point 122 is arranged to similarly coperate with a stationary contact point 124 which is connected by a lead 125 to a stationary contact point 126 similarly coperating with a. movable contact point 127 carried by and insulated from a shoe 128 on the other side of the car. The movable contact point 127 is insulated from the shoe 128 and is connect-v posite pole 136 of the storage battery 115.

The magnet 134 is provided with an armature 137, the pivot of which is connected by a lead 138 with the coil 74. The armature 137 when lifted by the energization of the magnet 134 is adapted to engage accntact oint 139 connected by a lead :140 with the pole 136 of the stora e battery 115. From the other pole 119 of t e storage battery 115, alead 141 extends through the second series of lights 116 and thence by av lead 142 is connected to the coil 74.

It being understood that each main section 3 of the third rail is supplied with current or power through the feeders 146 connected with any suitable source of power, the operation of my improved train stopping and signaling apparatus is as follows: Considering the train in block B and the signals in block B, the train is indicated as running -under five miles an hour. The block A is clear. The forward shoe 45 on one side of the train is in engagement with the short train stopping section 4 of the third rail 3, but this short section 4 is energized by reason of the fact that the block A is clear, the/circuit through the relay magnet 13 being energized and the armature 17 being raised, thus closing the signal circuit through the switch magnet 31, w ich being energized lifts the'armature 41 .and throws the live rail 3 into series with the short section 4, through lead 42, armature 41, lead 39 and short section 4. The shoe 45 therefore gets its propulsion current from the short section 4 which current is conducted to the motor through lead 46, switch 47, lever 48, lead 49, controller 50 and from the motor, the current is conducted by the leads 53 and 54 to the trucks 44 and is grounded to the tracks 1. When running at this speed, the finger 83 is in engagement with the plate 84 and closes the electric light circuit of the car from the lights 103, lead 102,` lead 101, lead 98, red light 92, lead 95, plate 84, linger 83 to shaft 76 and through the journal 81, lead 107,

lead-54 and trucks 44 to ground in the tracks 1, 1. The electric light circuit supplying the lights 103 is also closed through the electromagnet 74 as follows: from lamps 1.03, lead 102, lead 104, plate 87, finger 90, lead 109, coil 74, lead 108 to shaft 76 and thence to ground through bea-ring 8l, lead 107, lead 54 and truck 44. Under these conditions, therefore, theA magnet 74 is energized by the electric light circuit or current and the armature 73 is held against the coil 74 thereby lifting the valve 65 off its seat and allowing the compressed air from the reservoir 55 to hold the piston 59 elevated and thetrain pipe 57 closed. It will also be notedthat slnce the shoes 45 and 123 are restingon the short section 4 and the third 'rail;,3 respectively, they are elevated, separating' the contacts 117 and 120 as well as the contact points 122 and 124, thus breaking the circuit throu h the relay 134 and breaking the circuit lg'r tery 115 through the second series o lights om the Stora e batlight 92 is illuminated, thus informing the driver of the following train that the first train above described in block B is running less than ve miles an hour or is stopped.

At the beginning of each block are the signal lights 23, 35 and`27. At the beglnning of the block B a relay magnet 13 1s in the circuit ,including the tracks 1, 1 of the block A and when said magnet is energized, a circuit is closed from the transformer 6 through lead 7, lead 19, lead 18,

armature 16 lead 22, green light 23, leadv 24, lead 25, lead 10, lead 9, back to transformer 6, and the engineer or driver knows that the block A, whlch he is next to enter is clear.

As soon as the trucks 44 of the train enter the block B they shortcircuit the signal circuit which derives its energizing current from the circuit including the rails of block B; that is to say, the circuit from the transformer 6 through leads 7, 8, rail 1 of block B, truck 44, other rail 1 of block B, leads 12, 11, 10 and 9 is completed and the magnet 13 connected to the rails of block B is thus short circuited, allowing the armatures 16 and 17 thereof to fall. The falling of this armature 17 closes the signal and lighting circuit of block B from transformer 6 connected to the rails of block C through leads 7, 19, armature 17, lead 34 through red light 35 and through lead 36, lead 25, leads 10 and 9, back to said transformer 6 and at the same time breaks the circuit through the switch coll 31 of block C which allows the armature 41 to fall, cutting olf the propulsion current fromlthe short section 4 in block C. The falling of said armature 16 of block B closes a circuit from the same transformer 6 (connected to the rails of block C), lead 7, lead 19, lead 18, armature 16, lead 26, yellow light 27 of the signal located immediately in advance of the beginning of block C, lead 28 and lead 9 back to transformer 6 of block BQ Inasmuch as block C is clear, a green light also is shown at the signal just in advance of the beginning of block C.

Referring now .to the train in block D, the engineer or driver knows from the green and yellow lights of the si nal at the beginning of the block C, that t e block immediately in advance of him is clear, but that there is a train in the second block in advance. He also, by observing the signal on the rear of the train in block B, knows that the train is either stalled or running at a speed of less than five miles an hour. In block D, the train is indicated as running at a medium speed of say twenty miles an hour. In this position, the linger 83 of the ily ball governor ,is in engagement with the plate 85 and closes a circuit from the lights 103, through leads 102, 101, 100, yellow light 94,

lead 97, plate 85, finger 83, shaft 76, bearin 81, lead 107, lead 54, trucks 44 to groun The shoe 45 obtains current from the energized short section 4, supplies the current through lead 46, switch 47 lever 48, lead iantroller 5o, motor 52, lead 53, lead 54, trucks 44 to rails 1, 1. This propulsion current is tapped and the current flows from the controller 50 through resistance 106, lead 105 to lower vertical movable plate 88,

which is now in engagement with the finger 90 and closes the circuit through the magnet 74 and holds the'armature 73 in its lifted position and the valves of the air brake system are in the same position as those previously described in connection with the train and block B. It will understood from the revious description that the train in block D has short circuited the coil 13 connected to the rails of block D and therefore a red light 23 shows just in advance of the beginning of block D. It is further to be noted that when a -train is running at a low speed, as for instance, ve miles an hour or under, the red light 92 and the magnet 74 are energized by the lighting circuit of the lights 103, but that when the train is running at a hi her speed, as for instance, at the speed of t e train in block D, or at a higher speed, the lights at the rear of the train are still energized by the lightin circuit of the li hts 103, but the magnetg74 is energized by t e propulsion current. A'

The train in block E is illustrated as running at a high speed andas having just entered block The en ineer has disregardbe also perfectly ed the red li ht 35 o the wayside signal and has not rought his train down to a low speed. The short circuiting of the ma net 13 controlling block E by the train 1n block D has denergized the magnet 13 controlling block E and its armatures 16 and 17 are fallen, thus breaking the circuit through the switch magnet 31 of block E and rendering the section 4 of the third rail in block E dead. No current, therefore, passes from shoe 45, lead 46, switch 47, lever 48, lead 49, controller 50, lead 51 to motor 52 and there is no current through thelead and resistance 106 through plate 88 and finger 90, lead 109 and magnet 74 and therefore, the armature 73 of the train 'in block E has fallen. By so doing, the valve 68 drops and the valve 65 closes. The removal of the valve 68 from its seat allows the air in cylinder 60 to pass through pipe 61, chamber 66, past valve 68 through port 69 to the open air and the pressure of the train pipe in pipe 56 presses the valve 57 from off its seat and said pressure passing through the pipe 110 and rear of the piston 112 1n cylinder 111, moves the piston 112 to the right and thus throws the lever 48 to 'the right separating the lever 48 from the switch 47 so that by tram in block the time the shoe 45 has moved to the energized portion of the rail 3, the switch 47 of the propulsion current is broken. As the piston 112 moves to the right 1t finally clears the ports 114 and allows the compressed a1r in the train pipe 56 to be discharged throu hthe ports 114 to relieve the pressure 1n t e train i e and a P p pE ywill be automatically stopped when the engineer disregard's the red wayside sigial put into operation by the train in block and attem ts to run over a denergized short rail section 4 of block E at a higher rate of speed than 'say five miles an hour. t

With this system, however, an engineer ma enter a block next behind a block in whlch a train is stalled, provided he will proceed at a low rate of speed, as for instance, at a speed of five m1les an hour. This condition is perhaps more readlly understood by reference to the train in block B. Even if there were a train 1n block A, and the relay 13 connected to the ra1ls of block A were short circuited, thus renderlng the short section 4 of the third rail of block B dead, the armature 73 of the magnet 74 would be held elevated because at that low speed, the magnet 74 is energized through the finger 90 and plate 87 and the. leads connccted therewith from the lightmg c1rc u1t 103 and the interruption of the propulslon current taken from the shoe 45 would have no effect uponthe magnet 74 and the train valve 57 would be maintained in its closed position. At the higher speeds than live miles an hour, the magnet 74 is energized from the propulsion current and a breaking of the propulsion current due to the passage of the shoe 45 on to a dead section 4 of the third rail, breaks the propulsion current through the car and denergizes the magnet 74.

As will be readily understood, there are places in a third rail train system in which there is a break in the third rail, such as illustrated in Fig. 2, and if a train were to be run at a higher rate of speed than five miles an hour, over such a break, the magnet 74 would be denergized and the train stopped. Such a result would be undesirable and I have overcome this objection in the following manner: Every electric train carries a storage battery which is thrown into action or through which the circuit is closed when the propulsion current fails and this storage battery under these conditions supplies the power to a second series of lights. It is also well known that every car of a third rail system carries four shoes, two on each side of the car, because a third rail is often placed first on one side of the track and thenl on the other. The shoes on that side of the car on which the thirdl rail is not, are spring pressed in the direstlon of the rail, and may the brakes. Thus, thebe provided with contact points which' are closed whenever the shoes are not on a third rail. This condition is represented by the shoes 128 and 132. The shoes on the opposite side-of a car and which are in engagement with the third rail, are also' spring pressedtoward and are moved away from the rail against said spring pressure when they again ride u on to the' third rail and this position is in icated in the shoes 45 and 123 of Fig.'1. In this position they may be arranged to break a circuit. When, however, the shoes on one side of a car are not held up by a third rail and there is a break in the third rail on the other side of a car, the propulsion current would be cut oif from the train and the train would'be stopped if traveling at a speed eater than live miles an hour. This conditlon is illustrated in Fig. 2 of the drawings. I have provided, however, the shoes 45, 123, 128 and 132 each with a contact point respectively, 117, 122, 127 and 131, and adjacent these contact points which are insulated from their respective shoes I arrange stationary contact points 120, 124, 126 and 130 respectively. When a shoe is in engagement with a rail, the contact point carried thereby is separated from the stationary contact point coperating therewith, but when there is no rail on either side of the train with which the shoes may engage, the shoes may be arranged to fall or move toward the rails by spring pressure to bring the contact points carried thereby into engagement with their respective stationary contact points. When this occurs, a circuit will be closed from storage battery 115, terminal 119, lead 118, contact points 117, 120, lead 121, contact points 122 and 124, lead 125, contact points 126 and 127, lead 129, contact points 130 and 131, lead 133, coil 134, lead 135, back to terminal 136, of the storage battery. This closing of the current would energize the magnet 134 and lift its armature 137, thus closing a circuit from pole 136 of the storage battery through lead 140, contact point 139, armature 137, lead 138, coil 74, lead 142, secondary series of lights 116 and lead 141, back to pole 119 of the storage battery. This throwing in of the circuit of the storage battery through the lights 116 serves to energize the magnet 74 and holds its armature 73 in an elevated position, thus preventing the operation of the controlling valve 62 and preventing the application of the air brakes notwithstanding the fact that the third rail or propulsion line may be broken as indicated in Fig. 2 of the drawings.

In Fig. 2 I have shown a further modified form of safety appliance. It might be possible under the system above described, for an engineer or driver of a train to cut his speed down to five miles an houror under, in. order to pass a dead. short section 4 ren.-

I dcred dead by the presence of a trai-n in the preceding block and having passed that l gerous action on the short dead section to again apply power and increase the speed of h1s train notwithstanding the red wgyside signal. Such an action on the part o an engmeeris hardly to 'be expected, but in order to prevent such dan- (part of a, driver of a train, I have provide adevice whereb an engineer cannot increase the speed o his train after having brought it to the low or minimumspeed to passa dead section 4 of the third rail as long as there 'is a train in the next block in advance of him. The connections for the signaling system are unchanged from those which have reviously been described in connection with ig. 1, but the switch magnet 31 is 'replaced' by a switch magnet 143 carrying two armatures 144 and 145. This switch magnet 143 is controlled by relay 13 in exactly the same manner as it is controlled in the form illustrated in Fig. 1; that is to say, the presence of a train in a block will short circuit the relay magnet 13 through the trucks 44 thereof, allowmg its armatures 116 and 117 to fall and thus breaking the current to the switch coil 143 as illustrated in blocks C and E of Fig. 1. 146 in dicates a feeder wire for a third rail section 3. The short insulated rail section 4is connectedv by a wire 147 to contact point 148 adjacent the armature 145 and the third rail 3 is connected by a lead 149 with a contact point 150 also adjacent the armature 145. The feeder wire 146 is connected through resistance 151, lead 152, and lead 153 to the third rail at a point beyond short insulated section 4, and by beyond is meant in the direction of the travel of the trains over a stretch of track. The resistance 151 is looped around by a lead 154 extending to contact point 155 adjacent the armature 144 and over contact point 156 through lead 157 to lead 153. Now with a train 44 in block G and with the magnet 13 in block H denergized, the magnet 143 is denergized and the armatures fall away from vtheir respective contact points. This cuts the short section 4 of the third rail out of the circuit with the third rail 3 of section I and renders it dead. As previously explalned, this dead section 4 in block H would apply the brakes to the train if the engineer attempted to enter the block H at a speed greater than five miles an hour, but by reason of the tapping in of the circuits which supplies the lights 103, the engineer is enabled to pass over the dead section 4 in block H at a speed of live miles an hour or less. If, however, he attempted thereafter to speed up his train with a train 44 in block G, he would be unable to do so, because the feed current to the third rail 3 of section H would be supplied through wire 146, through resistance 151, lead 152 and lead 153 andthe reslstance 151. 1s made suficient to cut down the wer sup lied to the third rail in block Hloso that t e engineer or motorman has-not enough power to run at a higher speed. It is to be noted that when there is -no train 44 in block G, the relay magnet 13 would be energized, the arnature 17 will be lifted thus closing the circuit from the transformer 6 through the switch magnet 143 .and in its'elevated pos1t1on, the short section 4 of the third rail 1s placed in series through the leads 147, armature 145, 'lead 149 with the third rail 3 o f section I and the resistance 151 is shortcircuited through wire 154, armature 144 and lead 157, thus ermitting the feed wire 146 to supply its rail 3 in block H.

. It is further to be noted that inasmuch as the coll 74 is grounded to the top of the ily ball governor '75, any breaking of the governor or the parts between the governor and the rails, will break the circuit `which is holdlng the armature 73 elevated and will eifect a stopping of the train.

it is also to be noted that I may provide the cylinder 111 with a very small vent 111 insufficient to prevent the pressure in the cylinder 111 from moving the piston 112 when the valve 5 7 is opened, but suliicient to allow any air whlch might be trapped in the cylinder 111 to escape after the stopping of the train has been effected to permit the engineer to draw the lever 48 freely rearwardly, or to the left, to bring the lever 48 into engagement with the switch 47 in again starting his train.

From the foregoing, yit will be plain that I have provided a train ystopping and train ll current to the third v signaling system in which each block is insulated from the adjacent block and each block is provided with a main propulsion line for the system as a third rail corresponding to said block; that each third rail is provided with a short insulated train stopping section which is adapted to be thrown vinto or out of electrical connection with the main propulsion line and is controlled by a switch magnet 31, itself under control of an ning at a higher rate than a pre-determined low rate of say live miles an hour and a yellow light is displayed two blocks in the rear of the train. When there is no train in a block and the magnet 13 is energized, a

` green light is displayed at the be inning. of the block followmg the train. he engineer or motorman of the train then has full knowledge of the condition o'f two blocks 6 ahead of him. He knows whether it is clear, whether a train has just passed it and is two blocks ahead, or whether a train is in the block immediately in front of him, by the signals along the track, and he, therefore, should control his train accordingly. v

It appears, therefore, that if'the engineer disregards the signals and enters a block at a speed higher than a predetermined low speed, his Bower will be cut off and the brakes will e applied, both operations being automatic and beyond his control. The ltrain mechanism comprises, briefly, the pressure tank 55, the electromagnetic valve 62, the air brake valve 57 and the connections b means of which it is operated, the switc operating mechanism comprising the cylinder 111 and its connections with the train pipe and operated by the air allowed to pass through the air brake valve 57 when released; a speed governing mechanism which closes an electric circuit through the electromagnetic valve, the current for said electromagnetic controlling valve being derived from three sources of power, namely, 30 the propulsion current taken from the third rail and through the shoes 45, the light circuit of the train in which are the lights 103, these lights being supplied by the current generally from the third rail, but when not through the shoe 45, a third source of electrical ener namely, the storage- Vbattery 115, may e normally used to illumine a second series of lights 116 in a car and operative when the current is not supplied to the car through the shoes. When the train is running at medium or higher speeds, the controlling mechanism throws the electromagnetic valve into thecircuit with the ropulsion current, but when traveling at ow speeds, the controlling mechanism throws the electromagnetic valve into the circuit of the light system in which are the lights 103, so that when the car strikes a section 4 of the third rail which is deenergized and thus breaks the ropulsion current, the current through the electromagnetic valve is not broken and the train stopping mechanism is not actuated. This enales an engineer to follow closely after a train in a block ahead of him. He may indeed enter the block in which a train may be, provided he enters that block at a relatively low speed of say, ve miles an hour. This enables a congested railroad to keep the cars moving whenever it is possible, even if at a low rate of speed. It avoids tying up the whole line as would be the case if the train stopping mechanism were to be a plied whenever a train enters a block in c5 w ich there is another tram.

'sionally. There are general nssasea- On the rear ofa'eachwtrain is a signal which is also controlled by the governin lmechanism and which displays a red light when the train is moving at a low rate of speed under live miles an hour or is stalled; displays a yellow light when the train is runnin .at medium speeds,- say u to twenty-five or t irty miles an hour; and 'splays a green light when the train is running at highest or top speed. This is also of great assistance .to an engineer or motorman, because he may safel speed up his train after having passed a ead section 4" of the third rail if the train ahead be running at a high speed in the same block. l,

The third circuit, that from the storage battery 115, is brought into lplay only occaa few places4 in a stretch of track in which all the shoes of a car are momentarily out of en agement w1t h the third rail on both sides o the car, as 1n cross-overs or breaks between feeder sections of th'e third rail. Unless the electromagnetic valve 62 were energized by some source of power independent of the shoes in passmg over such breaks in the third rail at lgh speeds, the brakes would be applied, and the application of the brakes at such times would be undesirable. I have therefore provided a circuit from the storage battery 115 which is closed by the shoes whenever theyare out of engagement with the rails due to a gap in the rails. This closing of the circuit operates the relay magnet 134, which again throws a new circuit from the storage battery through the electromagnetic valve 62 and retains the magnet energized and thus holds the air brake valve closed. This provides a simple, accurate and dependable stopping system, which is designed 105 to operate and will operate only when it should do so.

In congested traiiic on a track in which there are long blocks, an engineer after brin 'ng his train to the predetermined slow 110 in order to pass a dead section` 4, might be tempted to speed up his train and might obtain such a speed as to eiifect a collision with a train in the same block traveling -at a lower speed. I may therefore ro- 115 vide in addition to the device shown in ig.

1, a further additional safety device, such as as is shown in Fig. 2 which consists in providing an electric switch magnet 143 controlled by the relay 13 in the same manner 120 as is the switch magnet 31 of the previously described system and the function of this switch mechanism 143 is, in addition to deenergizing the rail stopping section 4, to

throw an additional reslstance into the pro- 1215` pulsion current for that block by breaking a supplemental circuit around said resistance 151. When this track section is supplied with current through the resistance 151, the engineer does not have power enough to speed up his train until there is a clear block between him and the preceding train. This same result may be effected by placing a second section 4 in a block; that is to say, having two-short train stopping sectlons 4 1n a block; one at the beginning of the block and one, say halt' way of the block and these two train stopping sections may be. operated from a single switch 3l or from two swltches operated in the same manner that the switch il operated, but such an arrangement 1nvolves substantially only the duplicatlon of what has been previously described.

It should be stated thatA the armature 73 of the electromagnetic valve is arranged to act quickly and to move away from the coil 74 thereof when the coil is denergized, to a point out of the magnetic iield of said eoil during` the traverse of the rail section 4 by a shoe so that when the shoe 45 again moves into engagement with an electrified third rail 3 after passing a dead section 4, the pull of the magnet is insufiicient to lift the armature.

It is desired to emphasize the fact that the idea of controlling a train -stopping mechanism from the main propulsion current for the system as described in the foregoing specification and claimed in the hereunto annexed claims is believed to be broadly new and the claims presented are intended to broadly express this invention without in any way limiting the involved idea by the interpretation of t-he language used.

Havingl thus described my invention,what I claim and desire to protect by Letters Patent of the United States is:

l. The combination of a circuit for supplying the driving energy to a train in a system and operating a train stopping mechanism carried by the train, said circuit including certain train stopping sections, means to energize or denergize said stopping` sections from said main propulsion line and block controlled circuits for controlling said means.

2. In a train stopping device, the combination with a track having a first and a second insulated block, a third rail, a train stopping section in the third rail of each block and means to electrically energize said train stopping sections and to automatically cut oli' electrical energy from said train stopping section of the second block when a train is in the first block, of a train and a train stopping mechanism carried by said train, comprising a propulsion line-carried by the train and normally in engagement with said third rail, an air brake valve, a switch mechanism in said propulsion line operated by the air from said -air brake valve when said air brake valve is open to break said propulsion line, an electromagnetic controlling valve holding said air brake valve closed and inoperative to hOld said air brake valve closed when de'energized, a.- governin mechanism, the speed of which` varies su stantially proportionally with the speed of the train, and means controlled by said Governing mechanism to energize said e ectromagnetic controlling valve by the current of said propulsion line when said train is running faster than a predetermined low rate of speed.

3. In a train stopping device, the combination with aI track having a. first and a second insulated block, a third rail, a train stopping section in the third rail of each block and means to electrically energize said train stopping sections and to automatically cut off electrical energy from said train stopping section of the second block when a train is in the first block, of a train and a train stoppin mechanism carried by the train, comprislng a conductor carried by the train and normally in engagement with said third rail, a. second line of electrical power substantially independent of said propulsion line, an air brake valve, an electromagnetic controlling valve holding said air brake valve closed when energized and inoperative to hold said air brake valve closed when denergized, a governing mechanism, the speed of Which,varies substantially proportional with the speed of .the train, and means controlled by said governing mechanism to energize said electromagnetic controlling Valve by the current from said second line of electrical lpower when said train is stopped and when said train is running below said predetermined low rate of speed.

4. In a train stopping device, the combination with a track having a first and a second insulated block, a third rail, a train stopping section in the third rail of each block and means to electrically energize said train stopping sections and to automatically cut ott electrical energy from said train stopping section of the secondblock when a train is in the first block, of a train and a train stopping mechanism carried by the train, comprising a conductor carried by the train and normally in engagement with said third rail, a second line of electrical power substantially independent of said propulsion line, an air brake valve, a switch mechanism in said propulsion line operated by the air from said air brake valve when said air brake valve is open to break said propulsion line, an electromagnetic controling valve holding said air brake valve closed when energized and inoperative to hold said air brake valve closed when deenergized, a governing mechanism, the speed of which varies substantially proportionally with the speed of the train, means controlled by said governing mechanism to energize said electromagnetic controlling-valve by the current of said propulsion line when Said train is running faster than a predetermined low speed, and means controlled rent of said propulsion line when said train by said governing mechanism to energizeA is running faster than a predetermined low said electromagnetic valve by said Second speed, means controlled by said governing line of electrical power when said train is mechanism .to energlze said electromagnetic stopped and when said train is running bevalve by sald second llne of electrical power low said predetermined low rate of speed. when said traln is stopped and .when said 5. In a train stopping device, the combitrain is running below said predetermined nation with a track havln a first and a seclow rate of speed, whereby when the propulond insulated block,. a t ird rail, a train sion power fails and sald shoe is on said stopping section in the third rail of each third rail and the train is runningabove block and means to electrically energize said said predetermined low rate of speed, said train stopping sections and to automatically electromagnetic valve is denergized and the cut off electrical energy from said train sto air brake valve is open, and whereby said ing section of the second block when a tra1n\ electroma net'ic valve is held ener 'zed when 1s in the first block, of a train and a train the propu sion power fails and t e train is stopping mechanism carried by the train, running below said predetermined low rate comprising a conductor carried by the train of speed and said air brake valve is vmainand normally in engagement with said third tained closed. i

rail, a second line of electrical power 'sub- 7. In a train stopping mechanism, the

stantially independent of said propulsion combination with a ropulsion line and a Aline, an air brake valve, a switch mechanism second l1ne of electrical power, of an air in said propulsion line operated by the air brake valve, an electromagnetic controllin from said air brake valve when said air valve operative when energized'to hold sai brake valve is open to break said propulsion air brake valve closed and when denergized line, an electromagnetic controllin valve inoperative to hold said air brake valve holding said air brake valve closed w en enclosed, a governing mechanism, the speed of ergized and inoperative to hold said air which varies proportionally with the speed brake valve closed when denergized, a govof thertrain, means controlled by said governing mechanism, the speed of which varies erning mechanism to close said propulsion substantially proportionally with the speed current through said electroma neticconof the train, means controlled by said govtrolling valve at high and at me lum speeds erning mechanism to energize said electroof the train, and means controlled b said magnetic controlling valve by the current of governing mechanism to cut out said electrosaid propulsion -line when said train is runmagnetic valve from said propulsion line ning faster than a redeterminedlow speed, and to cut said electromagnetic valve into and means contro led by said governing vcircuit with said second line of electrical mechanism to cut said electromagnetic valve power when said train is running at low out of said propulsion line and to simultaspeeds.- neously cut said electromagnetic valve into 8. In a train stopping mechanism, the said second line of electric power when said combination with a propulsion line and a train is stopped and when said train is runsecond line of electrical power, of an air ning below said predetermined low rate of brake valve, an electromagnetic controlling speed. valve operative when energized to hold said 6. In a train stopping device, the combiair brake valve closed and when denergized nation with a track and a third rail supplyinoperative to hold said air brake valve ing the propulsion current for the train, of closed, a governing mechanism, the speed of a train stopping mechanismcarried by the which varies proportionally with the speed train comprising a shoe normally in engageof the train, means controlled by said govment with said third rail, a propulsion power erning mechanism to close said propulsion line connected to said shoe, a second line current through said electromagnetic conof electrical power substantially independtrolling valve at high and at medium speed ent of said propulsion line, an air brake of the train, means controlled by said govvalve, a switch mechanism in said proerning mechanism to cut out said electropulsion line operated by the air from magnetic valve from said propulsion line said air brake valve whenv said air brake and to cut Said electromagnetic valve into valve is open to break said propulsion circuit with said second line of electrical line, an electromagnetic controlling valve power when said train is running at low holding said air brake valve closed when speeds, and a signal at the rear end of said energized and inoperative to hold said train controlled by said governingmechaair brake valve closed when denergized, a nism to indicate in the rear of said train the governing mechanism, the speed of which speed at which said train may be moving.`

varies substantially proportionally with the 9. In a train stopping mechanism, the speed of the train, and means controlled by combination with a propulsion line and a said governing mechanism to energize said second line of electrical power, of an air electromagnetic controlling valve by the curbrake valve, an electromagnetic controlling valve operative when energized to hold said air biake valve closed and when denergized inoperative to hold said air brake valve closed, a governing mechanism., the speed of which varies proportionally with the speed of the train, means controlled by said governing mechanism to close said propulsion current through said electromagnetic con'- trolling valve at high and at medium speeds of the train, means controlled by said governing mechanism to cut out said electromagnetic valve from said propulsion line and to cut said electromagnetic valve into circuit with said second line of electrical power when said train is running at low speeds, a third rail normally in said propulsion line and from which said propulsion current is supplied and divided into blocks insulated from each other, a train stopping section in each block of said third rail and insulated from said third rail, and means to energize said train stopping section whenthe block next in advance of a given block is open or clear, and means to denergize said third rail section when said block next in advance of a given block is not clear.

10. In a train stopping mechanism, the combination with a propulsion line and a second line of electrical power, of an air brake valve, an electromagnetic controlling valve operative when energized to hold said air brake valve closed and when denergrized inoperative to hold said air brake valve closed, a governing mechanism, the speed of which varies proportionally with the speed of the train, means controlled by said governing mechanism to close said propulsion current through said electromagnetic controlling valvel at high and at medium speeds of the train, means controlled by said governing mechanism to cut out said electromagnetic valve from said propulsion line and to cut said electromagnetic valve into circuit with said second line of electrical power when said train is running at low speeds, a third rail normally in contact with said propulsion line and from which said propulsion current is supplied, a train stoppin section in each block of said third rail an insulated from said third rail, means to energize said train stopping section when the block next in advance of a given block is open. or clear, means to de nergize said third rail section when said block next in advance of a given block is not clear, and a signal at the rear end of the train controlled by said governing mechanism to indicate the speed at which said train may be moving.

11. In a train stopping mechanism, the combination of a track having a first and second insulated block, propulsion line for the system, a train stopping section in each block, means to normally energize said section from the propulsion line, means to deenergize said train stopping section of the second block when a train is in said first block, means to stop a train attem )ting to enter said second block when running at a higher rate of speed than a predetermined low i'ate of speed when a train is in said first block, and means to permit a train to enter said second block when running below said predetermined low rate of speed.

12. In a train Stopping mechanism, the combination of a track having a first and second insulatedblock, a third rail, a train stopping section in the third rail of each block, means to normally energize said third rail section, means to denergize said train stopping section of the second block when a train is in said first block, means to stop a train attempting to enter said second block when running at a higher rate of` speed than a predetermined low rate of speed when a train is in said first block, means to permit a train to enter said second block when runv ning below vsaid predetermined low rate of speed, and means to prevent said train in said second block from substantially increasing its speed while a train is in said first block.

13. In a train stopping mechanism, the combination of a track having a first and second insulated block, a third rail for supplying operating energy into the system, a train stopping section in the third rail ot each block, means to energize said train stopping section of the second block from said third rail when said first block is clear and to denergize said train stopping section of the second block when said first block is not clear, and means whereby a denergized train'stopping section of the third rail is inoperative to effect a stopping of a train engaging said train stopping section when said train is moving below a predetermined low rate of speed.

14. In a train stopping mechanism, the combination of a track having a first and second insulated block, a third rail, a train stopping section in the third rail of each block, means to energize said train stopping section of the second block Jfrom said third rail when said first block is clear and to deenergize said train stopping section of the second block when said first block is not clear, and means whereby a denergized train stopping section of the third rail is operative to stop a train in engagement therewith when traveling at a rate of speed higher than a predetermined low rate of speed.

l5. In a train stopping mechanism, the combination of a track having a first and second insulated block, a third rail, a train stopping section in the third rail of each block, means to energize said train stopping section of the second block when said first block is clear and to de'e'nergize said train stopping section of the second block when said first block is not clear, means whereby a denergized train stopping section of the third rail is operative to stop a train in engagement therewith when traveling at a rate of speed higher than a predetermined low rateof speed, and means to prevent said train from substantially increasing its speed after having passed over a dener ized train stopping section so long as said locks are not clear.

16. In a train stopping mechanism, the combination of a car aving a plurality of shoes, an air brake valve, an electromagnetic controlling valve operative to hold said air brake valve closed when said electromagnetic valve is energized by an electric current and inoperative to hold said air brake valve when said electromagnetic valve is deenergized, a third rail for supplying propulsion current to said car through said shoes, a source of electrical energy independent of said third rail and carried by said car, means to break the current from said independent source of electrical energy by any one of said shoes when said shoe is on said third rail and to close said circuit through said independent source of electrical energy when all of said shoes are out of engagement with said third rail, a relay in said circuit, and a second electrical circuit from said source of electrical energy and including said electromagnetic valve, said second circuit being broken by said relay when said first circuit is broken by said shoes and said circuit being closed by said relay when said first circuit is closed through said shoes to energize said electromagnetic valve when al1 of said shoes are out of engagement with said third rail.

17. In a train stopping mechanism, the combination of a car, a plurality of shoes carried by said car, an air brake, an electromagnetic controlling valve operative to hold said air brake valve closed when said electromagnetic valve is energized and operative to open said air brake valve when said electromagnetic valve is denergized, a third rail for supplying propulsion current to said car through said shoes, a source of electrical energy independent of said third rail, means to close said propulsion current through said electromagnetic valve when said train is running at a higher rate of speed than a predetermined low rate of speed, an electrlcal circuit from said independent source of electrical energy, means on each of said shoes to break said circuit from said independent source when a shoe is on said third rail and to close Said circuit when all of said shoes are out of engagement with said third rail, a relay in said circuit from said independent source of electrical energy, a second electrical circuit through said electromagnetic valve, said second circuit being broken and closed by said relay Lseaeea whereby when said car is running at high combination of a car, an air brake valve,'

an electromagnetic controlling valve operative to hold said air brake valve closed when said electromagnetic valve is energized and to open said air brake valve when said electromagnetic valve is denergized, a thirdrail, a plurality of shoes carried by the car, means to close said current from said third rail through said shoes and through said electromagnetic controlling valve when said train is running at high rates of speed, a source of electrical energy independent of said third rail, a circuit from said source, means in said circuit and carried by said shoes to break said circuit when one of said shoes is in engagement with said third rail and to close said circuit when all of said shoes are out'of contact with said third rail, and means controlled by said circuit when closed, to hold said electromagnetic controlling valve energized when said circuit is closed through said shoes.

19. In a train stopping mechanism, the combination with a train, of an air brake valve, an electromagnetic controlling valve for said air brake valve andoperative to hold said air brake valve closed when a current is closed through said electromagnetic valve, and inoperative to hold said air brake valve closed when said current is broken, a power propulsion current for said train, a current independent of said power propulsion current, a signal device comprising three signals mounted on the rear end of said train, a governing mechanism, and means to drive said governing mechanism at speeds substantially proportional to the speed of the train, said governing mechamsm being operative to close said propulsion current through said electromagnetic valve when said train is running at high speeds and to display a signal of said signal device indicative of high speed; to close said propulsion current through said electromagnetic valve when said train is running at medium speeds, and to display a signal of said signal device indicative of medium speed-and to close said independent current through said electromagnetic valve when said train is stopped and when it is running at low speeds, and to display a signal of said signal device indicative of the fact that the train is running at low speeds or is sto ped.

20. n a train stopping mechanism, the combination with a train, of an air brake valve, an electromagnetic controlling Vvalve for said air brake valve and operative to messes hold said air brake valve closed when a current is closed through said electromagnetic valve, and inoperative to hold said air brake valve closed when said current is broken, a power propulsion current for said train, a current independent. of said power propulsion current, a signal device comprising three colored lights mounted on the rear of said train, a governing mechanism, and means to drive said governing mechanism at speeds substantially proportional to the speed of said train, said governing mechanism being operative to c ose said propulsion current through said electromagnetic valve when said train is running at high speeds and to close said independent current through a light of said signal indicative of high speeds; to close said propulsion current through said electromagnetic valve when said train is running at medium speeds and to close said independent current through a second light indicative of medium speeds;

and when said train is running at low speeds or is stopped to close said independent current through said electromagnetic valve and through the third light to indicate the fact that said train is running at low speeds or is stopped.

2l. In a train stoppingmechanism,the combination with a train, of an air brake valve, an electromagnetic controlling valve operative when energized to hold said air brake valve closed and when denergized to open said air brake valve, a governing mechanism, a power propulsion line, a source of power independent of said propulsion line and means controlled by said governing mechanism to throw said electromagnetic controlling valve into the circuit of either of said sources of power dependent upon the speed at which the train is moving to hold said electromagnetic controlling valve energized, the circuit of each line bein grounded from said controlling valve to said speed controlling mechanism whereby any breaking of the speed controlling mechanism or a breaking of the circuit will cause said electromagz netic controlling lvalve to be denergized to release said air brake valve.

22. In a train stopping mechanism, the combination with a track having a first, a second and a third insulated block, a third rail, a ltrain stopping section in the third rail of each block, of a source of electrical energy connected to the opposite rails of the track of the first block, a relay comprising a coil and two armatures, said coil being attached to the opposite rails of the first block Vand arranged to be short-circuited by the presence of a train in said first block, a wayside signal comprising two lights at the beginning of a second block and a wayside signal having one light at the beginning of the third block, said source of electricity, one armature of said relay and one light of said signal at the beginning of the second block being in circuit when said relay coil is energized, an electrical switch comprising a coi-1 and armature in the second block, said source of electrical energy, said first armature and a light in the signal at the beginning of the third block being in circuit when said relay is denergized; said source of' electrical energy, said second arma ture and said switch being in circuit when said relay is energized and said source of electrical ener y, said second armature and the second lig t in said signal at the beginning of the second block being in circuit when said relay is denergized, said stopping section of the third rail of the second block, said armature of said switch and the third rail being in circuit when said switch magnet is energized, atrain stopping apparatus carried by a train to stop a train entering the second block when a train is in said first block and when said first mentioned train is running at a speed higher than a fixed predetermined rate of speed.

E23. In a train stopping mechanism, the combination with a track havin a first, a second and a third insulated bloc r, a third rail, a. train stopping section in the third rail of each block, of' a source of electrical energy connected to the opposite rails of the track of the first block, a relay comprising a coil and two armatures, said coil being attached to the opposite rails of the first block and arranged to be short-circuited by the presence of a train in said first block, a wayside signal comprising two lights at the beginning of a second block and a wayside signal having one light at the beginning of the third block, said source of electricity, one armature of said relay andl one light of said signal at the beginning of the second block being in circuit when said relay coil is energized, an electrical switch comprising a coil and armature in the second block, said source of electrical energy, said first armature and a light in the signal at the beginning of the third block being in circuit when said relay is denergized; said source of electrical energy, said second armature and said switch being in circuit when said relay is energized and said source of electrical energy, said second armature and the second light in said signal at the beginning of the second; block being in circuit when said relay is denergized, said stopping section of the third rail of the second block, said armature of said switch and the third rail being in circuit when said switch magnet is energized, a train stopping apparatus carried by a. train to stop a train entering the second block when a train is in said first block and. when said first mentioned train is running at a speed higher than a fixed predetermined rat-e of speed, and means carried by said train to prevent the stopping of said train when said train is traveling at a rate of speed lower than said predetermined rate of speed.

24. In a train stopping device, the combination with a track -having a plurality of insulated blocks, a propulsion line and train stopping section for each block and means to electrically energize said train stopping sections and to automatically cut off electrical energy from said train stopping sections when a train is ina preceding block, of a train stopping mechanism carried by the train comprising a conductor for the propulsion line normally in engagement thereof, an air brake valve and switch mechanism in said conductor operated by the air from the air brake valve when said valve is open to break the circuit from the propulsion line, an electro-magnetic controlling valve for said air brake valve closed when energized and operative to release said air brake valve when denergized, a speed responsive mechanism carried by the train and means controlled by said mechanism to energize said electro-magnetically controlling valve by the current from said propulsion line when the train is running faster than a predetermined low rate of speed.

25. In an automatic train stopping mechanism, the combination of a main propulsion line, a plurality of train stopping sections, means forthrowing said train sto-pping sections into and out of electrical connection with said main propulsion line and block circuits for controlling said means dependent upon the presence or absence of a train or car in a block ahead.

26. In an automatic stopping mechanism, the combination of a main propulsion line, a plurality of train stopping sections, a train stopping mechanism carried by the train including a circuit normally closed through said main propulsion line and adapted to be temporarily closed through said train stopping sections when the train passes the train stopplng sections, means for throwing said train stopping sections into and out of electrical connection with said main propulsion line and block circuits for controlling said means.

27. In an automatic train stopping mechanism, the combination of a main propulsion line, a plurality of train stopping sections, a train stopping apparatus carried by the train including a circuit normally closed 55 through said main propulsion line and adapted to be temporarily closed through said train stopping sections when the train passes said sections, a speed controlled make and break in said train circuit, means for 6o throwing said train stopping sections into and out of electrical connection with said main propulsion line and block circuits for controlling said means dependent upon the presence or absence of a. train or car in the 65 block ahead.

In witness whereof I have hereunto set any 'hand this 20th day of October, 1916.

FRANK C. WILLIAMS. 

